EP3223379A1 - Ignition system - Google Patents
Ignition system Download PDFInfo
- Publication number
- EP3223379A1 EP3223379A1 EP17162072.7A EP17162072A EP3223379A1 EP 3223379 A1 EP3223379 A1 EP 3223379A1 EP 17162072 A EP17162072 A EP 17162072A EP 3223379 A1 EP3223379 A1 EP 3223379A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- spark plug
- engine head
- ignition system
- shield
- battery
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
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- 238000011156 evaluation Methods 0.000 description 30
- 238000012986 modification Methods 0.000 description 23
- 230000004048 modification Effects 0.000 description 23
- 230000000052 comparative effect Effects 0.000 description 20
- 238000009413 insulation Methods 0.000 description 10
- 238000010586 diagram Methods 0.000 description 8
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- 238000012935 Averaging Methods 0.000 description 6
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- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 2
- 229910000990 Ni alloy Inorganic materials 0.000 description 2
- 229910010293 ceramic material Inorganic materials 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 229910052802 copper Inorganic materials 0.000 description 2
- 239000010949 copper Substances 0.000 description 2
- 238000010304 firing Methods 0.000 description 2
- 229910000881 Cu alloy Inorganic materials 0.000 description 1
- 229910001209 Low-carbon steel Inorganic materials 0.000 description 1
- PNEYBMLMFCGWSK-UHFFFAOYSA-N aluminium oxide Inorganic materials [O-2].[O-2].[O-2].[Al+3].[Al+3] PNEYBMLMFCGWSK-UHFFFAOYSA-N 0.000 description 1
- 239000010953 base metal Substances 0.000 description 1
- 239000000919 ceramic Substances 0.000 description 1
- 239000004020 conductor Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
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- 229910052709 silver Inorganic materials 0.000 description 1
- 239000004332 silver Substances 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P11/00—Safety means for electric spark ignition, not otherwise provided for
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
- H01T15/00—Circuits specially adapted for spark gaps, e.g. ignition circuits
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
- H01T13/00—Sparking plugs
- H01T13/02—Details
- H01T13/08—Mounting, fixing or sealing of sparking plugs, e.g. in combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P13/00—Sparking plugs structurally combined with other parts of internal-combustion engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
- H01T13/00—Sparking plugs
- H01T13/02—Details
- H01T13/04—Means providing electrical connection to sparking plugs
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
- H01T13/00—Sparking plugs
- H01T13/02—Details
- H01T13/04—Means providing electrical connection to sparking plugs
- H01T13/05—Means providing electrical connection to sparking plugs combined with interference suppressing or shielding means
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
- H01T13/00—Sparking plugs
- H01T13/40—Sparking plugs structurally combined with other devices
- H01T13/41—Sparking plugs structurally combined with other devices with interference suppressing or shielding means
Definitions
- the present invention relates to an ignition system.
- a vehicle driven by an internal combustion engine has an ignition system composed of a spark plug, a battery, an ignition coil, etc.
- a discharge of the spark plug is known to generate electromagnetic noise (see, for example, Japanese Patent Application Laid-Open ( kokai ) No. H07-211433) .
- the noise may affect various kinds of electronics mounted in the vehicle.
- the number of electronics mounted in the vehicle is increasing, such a problem becomes particularly marked. Therefore, demand has been rising for a technique capable of restraining radiation of noise caused by discharge of the spark plug in the ignition system.
- the present invention has been conceived to solve the above problem and can be embodied in the following modes.
- the present invention can be embodied in various forms other than the ignition system mentioned above.
- the present invention can be embodied in a control method for an ignition system and an attachment structure for a spark plug.
- FIG. 1 is a diagram showing a schematic configuration of an ignition system 10 according to a first embodiment of the present invention.
- the ignition system 10 is adapted to ignite an air-fuel mixture in an internal combustion engine mounted in a vehicle.
- the ignition system 10 includes a spark plug 100 attached to an engine head 20, and a power supply section 200.
- the power supply section 200 includes a battery 210 and an ignition coil 220.
- the ignition coil 220 includes a primary coil 221 and a secondary coil 222, and the secondary coil 222 is connected to the spark plug 100 by means of a plug cord 30.
- the battery 210 includes a ground terminal 211 and a power supply terminal 212.
- the ignition coil 220 transforms a voltage applied from the power supply terminal 212 of the battery 210 to the primary coil 221 to a high voltage and supplies the high voltage from the secondary coil 222 to the spark plug 100.
- An electronic control unit (ECU) 230 performs on/off control of an igniter 240 connected to the primary coil 221 of the ignition coil 220, thereby controlling the ignition timing of the spark plug 100; i.e., the timing of application of the high voltage from the ignition coil 220 to the spark plug 100.
- the ground terminal 211 of the battery 210 and the engine head 20 are grounded (body-earthed).
- FIG. 2 is a sectional view showing an attachment structure for the spark plug 100 in the first embodiment.
- the spark plug 100 includes a first insulator 110, a center electrode 120, and a metallic shell 130.
- the first insulator 110 is a tubular ceramic insulator having an axial hole 111 at the center.
- the first insulator 110 is formed from, for example, a ceramic material such as alumina by firing.
- the rodlike center electrode 120 is inserted into the axial hole 111 from the forward end side.
- the center electrode 120 is formed such that a core metal of copper or a copper alloy is embedded in an electrode base metal of a nickel alloy.
- a terminal 121 connected to the ignition coil 220 is provided at the rear end side of the axial hole 111.
- the center electrode 120 is electrically connected within the axial hole 111 to the terminal 121 through a seal material 122.
- the center electrode 120 and the terminal 121 are collectively called an internal electrode 125. That is, in the present embodiment, the internal electrode 125 has the terminal 121.
- the resistance of the internal electrode 125 is variable according to the seal material 122.
- the metallic shell 130 is a tubular metallic member disposed around the outer circumference of the first insulator 110 and has a ground electrode 131 at its forward end.
- the metallic shell 130 is formed of, for example, low-carbon steel.
- the metallic shell 130 and the center electrode 120 are electrically insulated from each other with the first insulator 110.
- the ground electrode 131 forms a gap for discharge in cooperation with the center electrode 120.
- the ground electrode 131 is formed of, for example, a nickel alloy.
- the metallic shell 130 externally has a mounting threaded portion 132 at its forward end portion.
- the mounting threaded portion 132 has an external thread formed thereon.
- the external thread of the mounting threaded portion 132 is threadingly engaged with an internal thread formed in a plug attachment hole 21 of the engine head 20, whereby the metallic shell 130 is fixed to the engine head 20.
- the plug attachment hole 21 is formed in a second insulator 22 embedded in the engine head 20.
- the metallic shell 130 is fixed to the engine head 20 while being electrically insulated from the engine head 20 through the second insulator 22.
- the second insulator 22 is formed from, for example, a ceramic material by firing.
- an electrically conductive path 40 is connected to the metallic shell 130.
- the electrically conductive path 40 is electrically insulated from the engine head 20.
- the electrically conductive path 40 is electrically connected to the ground terminal 211 of the battery 210 through a cable 41 ( FIG. 1 ).
- the electrically conductive path 40 is circumferentially covered with inner and outer insulation layers 45 of resin (e.g., silicone resin) so as not to come into contact with the terminal 121 and the engine head 20.
- the electrically conductive path 40 can be formed of, for example, a cylindrical pipe of SUS.
- the metallic shell 130 of the spark plug 100 and the engine head 20 are electrically insulated from each other by the second insulator 22, and the metallic shell 130 (the ground electrode 131) is connected directly to the ground terminal 211 of the battery 210 through the electrically conductive path 40 without involving the engine head 20.
- the metallic shell 130 (the ground electrode 131) is connected directly to the ground terminal 211 of the battery 210 through the electrically conductive path 40 without involving the engine head 20.
- the engine head 20 since current does not flow to the engine head 20 at the time of discharge of the spark plug 100, the engine head 20 does not become a source of radiation of noise, thereby restraining noise from affecting electronics mounted in a vehicle, which could otherwise result from radiation of noise from the engine head 20.
- FIG. 3 is a sectional view showing an ignition system 10a according to a modification of the first embodiment.
- the engine head 20 shown in FIG. 2 is such that a portion to which the spark plug 100 is attached is flat, whereas, in the present modification, an engine head 20a has a plug hole 23a into which the spark plug 100 is inserted.
- the metallic shell 130 of the spark plug 100 is fixed to a plug attachment hole 21 a formed in a bottom portion of the plug hole 23a.
- the electrically conductive path 40 and the insulation layers 45 are disposed within the plug hole 23a.
- the configuration of the ignition system 10a of the present modification is similar to that of the first embodiment except that the engine head 20a has the plug hole 23a. According to the present modification, since the spark plug 100 is circumferentially covered with the engine head 20a, radiation of noise can be more effectively restrained.
- FIG. 4 is a diagram showing a schematic configuration of an ignition system 10b according to a second embodiment of the present invention.
- the attachment structure for the spark plug 100 differs from that of the first embodiment, whereas the configurations of the spark plug 100 and the power supply section 200 are similar to those of the first embodiment.
- the spark plug 100 is circumferentially covered with a shield 60.
- the shield 60 is electrically connected to the ground terminal 211 of the battery 210 through a cable 61.
- FIG. 5 is a sectional view showing an attachment structure for the spark plug 100 of the second embodiment.
- the second insulator 22 FIG. 2
- the metallic shell 130 of the spark plug 100 is fixed to a plug attachment hole 21b without being electrically insulated from the engine head 20b.
- the ignition system 10b further includes the electrically conductive cylindrical shield 60 which extends from a terminal 121 side and surrounds at least a portion of the spark plug 100 (more specifically, the metallic shell 130).
- the shield 60 is disposed apart from the engine head 20b. That is, the shield 60 is electrically insulated from the engine head 20b.
- the shield 60 is electrically connected to the ground terminal 211 of the battery 210 through the cable 61 ( FIG. 4 ).
- the shield 60 is circumferentially covered with inner and outer insulation layers 46 of resin (e.g., silicone resin) so as not to come into contact with the terminal 121, the metallic shell 130, and the engine head 20b.
- the shield 60 can be formed of, for example, a cylindrical pipe of SUS.
- the above-described ignition system 10b of the second embodiment includes the electrically conductive shield 60 which extends from the terminal 121 side and surrounds at least a portion of the spark plug 100.
- the shield 60 is electrically insulated from the engine head 20b and electrically connected to the ground terminal 211 of the battery 210.
- the shield 60 which covers the spark plug 100 is such connected to the engine head 20, noise may transfer from the engine head 20 to the shield 60; as a result, the shield 60 may become a source of radiation of noise.
- the shield 60 which covers the spark plug 100 is electrically insulated from the engine head 20 and is electrically connected to the ground terminal 211 of the battery 210 located by a relatively long distance from the position of discharge of the spark plug 100. Therefore, even though noise is generated in the engine head 20, transfer of the noise to the shield 60 is restrained, whereby the shield 60 can effectively restrain radiation of noise caused by discharge of the spark plug 100. As a result, noise can be restrained from affecting electronics mounted in a vehicle.
- FIG. 6 is a sectional view showing an ignition system 10c according to a modification of the second embodiment.
- the engine head 20b shown in FIG. 5 is such that a portion to which the spark plug 100 is attached is flat, whereas, in the present modification, an engine head 20c has a plug hole 23c into which the spark plug 100 is inserted.
- the metallic shell 130 of the spark plug 100 is fixed to a plug attachment hole 21c formed in a bottom portion of the plug hole 23c.
- the shield 60 and the insulation layers 46 are disposed within the plug hole 23c.
- the configuration of the ignition system 10c of the present modification is similar to that of the second embodiment except that the engine head 20c has the plug hole 23c. According to the present modification, since the spark plug 100 is circumferentially covered with the engine head 20c, radiation of noise can be more effectively restrained.
- FIG. 7 is a diagram showing a schematic configuration of an ignition system 10d according to a third embodiment of the present invention.
- the attachment structure of the spark plug 100 differs from those of the first and second embodiments, whereas the configurations of the spark plug 100 and the power supply section 200 are similar to those of the first and second embodiments.
- the spark plug 100 is circumferentially covered with the shield 60, and the shield 60 is electrically connected to the ground terminal 211 of the battery 210 through the cable 61.
- the electrically conductive path 40 is connected to the metallic shell 130 of the spark plug 100, and the electrically conductive path 40 is electrically connected to the ground terminal 211 of the battery 210 through the cable 41.
- FIG. 8 is a sectional view showing an attachment structure for the spark plug 100 in the third embodiment.
- the electrically conductive path 40 is connected to the metallic shell 130.
- the electrically conductive path 40 is electrically connected to the ground terminal 211 of the battery 210 through the cable 41 ( FIG. 7 ).
- the electrically conductive path 40 is circumferentially covered with inner and outer insulation layers 47 of resin (e.g., silicone resin) so as not to come into contact with the terminal 121 and the shield 60.
- resin e.g., silicone resin
- a second insulator 22d is provided in an engine head 20d, and a plug attachment hole 21 d is formed in the second insulator 22d.
- the metallic shell 130 of the spark plug 100 is fixed to the engine head 20d while being electrically insulated from the engine head 20d through the second insulator 22d.
- the ignition system 10d further includes the electrically conductive cylindrical shield 60 which extends from the terminal 121 side and surrounds at least a portion of the spark plug 100 (more specifically, the metallic shell 130).
- the shield 60 is disposed around the outer circumference of the electrically conductive path 40.
- the shield 60 is disposed apart from the engine head 20d. That is, the shield 60 is electrically insulated from the engine head 20d.
- the shield 60 is electrically connected to the ground terminal 211 of the battery 210 through the cable 61 ( FIG. 7 ).
- the shield 60 is circumferentially covered with the inner and outer insulation layers 47 of resin so as not to come into contact with the terminal 121, the metallic shell 130, the engine head 20d, and the electrically conductive path 40.
- the electrically conductive path 40 and the shield 60 can be formed of, for example, respective cylindrical pipes of SUS.
- the metallic shell 130 is electrically insulated from the engine head 20d and is connected to the ground terminal 211 of the battery 210 by means of the electrically conductive path 40.
- the shield 60 connected to the ground terminal 211 of the battery 210 surrounds at least a portion of the spark plug 100.
- FIG. 9 is a sectional view showing an ignition system 10e according to a modification of the third embodiment.
- the engine head 20d shown in FIG. 8 is such that a portion to which the spark plug 100 is attached is flat, whereas, in the present modification, an engine head 20e has a plug hole 23e into which the spark plug 100 is inserted.
- the metallic shell 130 of the spark plug 100 is fixed to a plug attachment hole 21e formed in a bottom portion of the plug hole 23e.
- the electrically conductive path 40, the shield 60, and the insulation layers 47 are disposed within the plug hole 23e.
- the configuration of the ignition system 10e of the present modification is similar to that of the third embodiment except that the engine head 20e has the plug hole 23e. According to the present modification, since the spark plug 100 is circumferentially covered with the engine head 20d, radiation of noise can be more effectively restrained.
- the shield 60 is electrically connected to the ground terminal 211 of the battery 210 and is electrically insulated from the engine head 20d.
- the shield 60 may be electrically connected to the engine head 20d.
- the shield 60 may be electrically insulated from the ground terminal 211 of the battery 210.
- the metallic shell 130 and the engine head 20d are electrically insulated from each other by means of the second insulator 22d, and thus current does not flow to the engine head 20d at the time of discharge of the spark plug 100; therefore, even though the shield 60 is grounded to the engine head 20d, noise radiated from the spark plug 100 can be effectively restrained. That is, according to the third embodiment, if the shield 60 is grounded to any part of a vehicle, the shield 60 can restrain radiation of noise caused by discharge of the spark plug 100. D. Evaluation tests:
- FIG. 10 is a sectional view showing an ignition system 10f of a comparative example which is used in an evaluation test which will be described below.
- the configurations of the spark plug 100 and the power supply section 200 are similar to those of the first to third embodiments.
- the second insulator 22 is not provided in an engine head 20f.
- the metallic shell 130 of the spark plug 100 is fixed to the engine head 20f without being electrically insulated from the engine head 20f.
- the electrically conductive path 40 and the shield 60 mentioned in the first to third embodiments are not provided, and only the plug cord 30 is connected to the spark plug 100 through a coil boot 70. That is, according to the comparative example, the spark plug 100 is attached to the engine head 20f by use of a generally employed attachment structure.
- FIG. 11 is a graph showing the results of a first evaluation test.
- the ignition systems 10, 10b, and 10f of the first embodiment, the second embodiment, and the comparative example were mounted on single-cylinder 27 cc 2-stroke engines, respectively, and noise intensity was measured at predetermined frequencies in accordance with the CISPR Standard Pub. 12 (5th).
- the spark plugs 100 of the first embodiment, the second embodiment, and the comparative example had a nominal diameter of the mounting threaded portion 132 of M14 and a resistance of the internal electrode 125 of 5 k ⁇ .
- 20-cm no-resistance plug cords 30 were used to connect the terminals 121 of the spark plugs 100 and the ignition coils 220.
- the term "no-resistance" means a resistance of 1 ⁇ or less.
- FIG. 12 is a graph showing the results of averaging of the test results of FIG. 11 . Specifically, FIG. 12 shows average noise intensities at predetermined frequencies with respect to the comparative example, the first embodiment, and the second embodiment.
- the first embodiment is lower in noise intensity than the comparative example
- the second embodiment is lower in noise intensity than the first embodiment.
- the ignition systems 10 and 10b of the first and second embodiments, respectively can restrain radiation of noise caused by discharge of the spark plug 100 as compared with the comparative example which employs the general attachment structure for the spark plug 100.
- FIG. 13 is a graph showing the results of a second evaluation test.
- FIG. 14 is a graph showing the results of averaging of the test results of FIG. 13 .
- the second evaluation test was performed similarly to the first evaluation test by use of the ignition systems 10, 10b, and 10f of the first embodiment, the second embodiment, and the comparative example, respectively, which employed the no-resistance spark plugs 100; i.e., the spark plugs 100 having a resistance of the internal electrode 125 of 1 ⁇ or less.
- the no-resistance spark plugs 100 of the first embodiment and the second embodiment showing a higher percentage of noise reduction relative to the comparative example than the spark plugs 100 having a resistance of 5 k ⁇ used in the first evaluation test.
- the average noise intensity is improved from about 26 db of the comparative example to about 22 db of the first embodiment and to about 19 db of the second embodiment; thus, the percentages of noise reduction are about 15% in the first embodiment and about 27% in the second embodiment.
- the average noise intensity is improved from about 40 db of the comparative example to about 29 db of the first embodiment and to about 27 db of the second embodiment; thus, the percentages of noise reduction are about 27% in the first embodiment and about 32% in the second embodiment.
- FIG. 15 is a graph showing the results of a third evaluation test.
- FIG. 16 is a graph showing the results of averaging of the test results of FIG. 15 .
- the third evaluation test was performed similarly to the first evaluation test by use of the ignition systems 10, 10b, and 10f of the first embodiment, the second embodiment, and the comparative example, respectively, which employed the no-resistance spark plugs 100.
- the configuration of the power supply section 200 was modified with respect to the ignition systems 10, 10b, and 10f of the first embodiment, the second embodiment, and the comparative example, respectively.
- FIG. 17 is a diagram showing the schematic configuration of a power supply section 200a used in the third evaluation test.
- the power supply section 200a used in the present test includes an AC power source 250 for applying an AC power to the internal electrode 125.
- the AC power source 250 together with the ignition coil 220, is connected to the internal electrode 125 (the terminal 121) of the spark plug 100.
- a 1 A microwave having a frequency of 2.5 GHz was superposed on the discharge voltage for three milliseconds.
- the noise intensity of the comparative example increased from that in the second evaluation test. Specifically, the average noise intensity of the comparative example was about 40 db in the second evaluation test ( FIG. 14 ), whereas the average noise intensity of the comparative example was about 45 db in the third evaluation test ( FIG. 16 ).
- the noise intensities of the first and second embodiments in the third evaluation test were substantially similar to those in the second evaluation test ( FIG. 14 ); specifically, the first embodiment exhibited about 29 db, and the second embodiment exhibited about 27 db.
- the first embodiment and the second embodiment exhibited a percentage of noise reduction from the comparative example of about 36% and about 40%, respectively, which were better than about 27% (first embodiment) and 32% (second embodiment) in the second evaluation test. Therefore, it has been confirmed that, in the case of use of the no-resistance spark plug 100 and the AC power source 250, which is more likely to radiate noise, the ignition systems 10 and 10b of the first embodiment and the second embodiment, respectively, can more effectively restrain radiation of noise.
- the present test used the no-resistance spark plugs. However, even though a spark plug having a resistance is used, the noise reducing effect of the first embodiment and the second embodiment can be obtained. Therefore, the present invention can be similarly applied to an ignition system which includes a spark plugs having a resistance.
- the electrically conductive path 40 and the shield 60 are connected directly to the ground terminal 211 of the battery 210 through the cables 41 and 61, respectively.
- the electrically conductive path 40 and the shield 60 may be connected to any position of the ground line in the power supply sections 200 and 200a to thereby be electrically connected to the ground terminal 211.
- the electrically conductive path 40 and the shield 60 are formed of respective pipes of SUS.
- material for the electrically conductive path 40 and the shield 60 is not limited thereto.
- other electrically conductive materials such as copper and silver may be used.
- the material is not limited to a pipe-shaped material.
- a mesh material may be used.
- the shield 60 surrounds the electrically conductive path 40.
- the shield 60 may be disposed inside the electrically conductive path 40.
- the spark plug 100 in the above first to third embodiments may be a spark plug 100 having a resistance or a spark plug 100 having no resistance.
- the power supply section 200a used in the above third evaluation test is applicable to not only the first embodiment and the second embodiment but also the third embodiment.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Spark Plugs (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
Description
- The present invention relates to an ignition system.
- A vehicle driven by an internal combustion engine has an ignition system composed of a spark plug, a battery, an ignition coil, etc. In such an ignition system, a discharge of the spark plug is known to generate electromagnetic noise (see, for example, Japanese Patent Application Laid-Open (kokai) No.
H07-211433) - Upon generation of noise as a result of discharge of the spark plug, the noise may affect various kinds of electronics mounted in the vehicle. In recent years, since the number of electronics mounted in the vehicle is increasing, such a problem becomes particularly marked. Therefore, demand has been rising for a technique capable of restraining radiation of noise caused by discharge of the spark plug in the ignition system.
- The present invention has been conceived to solve the above problem and can be embodied in the following modes.
- (1) A first mode of the present invention provides an ignition system. The ignition system comprises a spark plug attached to an engine head; and a power supply section having a battery which has a ground terminal, and an ignition coil which transforms a voltage of the battery and supplies a transformed voltage to the spark plug. The spark plug comprises a first insulator having an axial hole; an internal electrode provided in the axial hole and having a terminal connected to the ignition coil; and a metallic shell disposed around an outer circumference of the first insulator, having a ground electrode, and fixed to the engine head. In the ignition system, the metallic shell is fixed to the engine head while being electrically insulated from the engine head through a second insulator; an electrically conductive path is connected to the metallic shell; and the electrically conductive path is electrically connected to the ground terminal while being electrically insulated from the engine head. According to the ignition system of such a mode, at the time of discharge of the spark plug, current does not flow to the engine head and flows through the electrically conductive path. As a result, a current path can be designed to reduce the loop area of current to a greater extent than in the case of flowing current through the engine head, whereby radiation of noise caused by discharge of the spark plug can be restrained. Also, since current does not flow to the engine head, the engine head does not become a source of radiation of noise, thereby restraining noise from affecting electronics mounted in a vehicle, which could otherwise result from radiation of noise from the engine head.
- (2) The ignition system of the first mode may further comprise a grounded electrically conductive shield which extends from a terminal side of the spark plug and surrounds at least a portion of the spark plug. According to the ignition system of such a mode, the electrically conductive path and the shield can more effectively restrain radiation of noise caused by discharge of the spark plug.
- (3) A second mode of the present invention provides an ignition system. The ignition system comprises a spark plug attached to an engine head; and a power supply section having a battery which has a ground terminal, and an ignition coil which transforms a voltage of the battery and supplies a transformed voltage to the spark plug. The spark plug comprises a first insulator having an axial hole; an internal electrode provided in the axial hole and having a terminal connected to the ignition coil; and a metallic shell disposed around an outer circumference of the first insulator, having a ground electrode, and fixed to the engine head. The ignition system further comprises an electrically conductive shield which extends from a terminal side of the spark plug and surrounds at least a portion of the spark plug, and the shield is electrically connected to the ground terminal while being electrically insulated from the engine head. Generally, since the engine head is located near the position of discharge of the spark plug, a relatively large noise is generated in the engine head. If the shield which covers the spark plug is connected to such an engine head, noise may transfer from the engine head to the shield; as a result, the shield may become a source of radiation of noise. However, according to the ignition system of the second mode, the shield which covers the spark plug is electrically insulated from the engine head and is electrically connected to the ground terminal of the battery located by a relatively long distance from the position of discharge of the spark plug. Therefore, even though noise is generated in the engine head, transfer of the noise to the shield is restrained, whereby the shield can effectively restrain radiation of noise caused by discharge of the spark plug. As a result, noise can be restrained from affecting electronics mounted in a vehicle.
- (4) In the ignition system of any one of the above modes, the resistance of the internal electrode may be 1 Ω or less. The ignition system of such a mode can more effectively restrain radiation of noise caused by discharge of the spark plug.
- (5) In the ignition system of any one of the above modes, the power supply section may further have an AC power source for applying an AC power to the internal electrode. The ignition system of such a mode can more effectively restrain radiation of noise caused by discharge of the spark plug.
- The present invention can be embodied in various forms other than the ignition system mentioned above. For example, the present invention can be embodied in a control method for an ignition system and an attachment structure for a spark plug.
-
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FIG. 1 is a diagram showing a schematic configuration of an ignition system according to a first embodiment of the present invention. -
FIG. 2 is a sectional view showing an attachment structure for the spark plug of the first embodiment. -
FIG. 3 is a sectional view showing an ignition system according to a modification of the first embodiment. -
FIG. 4 is a diagram showing a schematic configuration of an ignition system according to a second embodiment of the present invention. -
FIG. 5 is a sectional view showing an attachment structure for the spark plug of the second embodiment. -
FIG. 6 is a sectional view showing an ignition system according to a modification of the second embodiment. -
FIG. 7 is a diagram showing a schematic configuration of an ignition system according to a third embodiment of the present invention. -
FIG. 8 is a sectional view showing an attachment structure for the spark plug of the third embodiment. -
FIG. 9 is a sectional view showing an ignition system according to a modification of the third embodiment. -
FIG. 10 is a sectional view showing an ignition system of a comparative example. -
FIG. 11 is a graph showing the results of a first evaluation test. -
FIG. 12 is a graph showing the results of averaging of the test results ofFIG. 11 . -
FIG. 13 is a graph showing the results of a second evaluation test. -
FIG. 14 is a graph showing the results of averaging of the test results ofFIG. 13 . -
FIG. 15 is a graph showing the results of a third evaluation test. -
FIG. 16 is a graph showing the results of averaging of the test results ofFIG. 15 . -
FIG. 17 is a diagram showing a schematic configuration of a power supply section used in the third evaluation test. -
FIG. 1 is a diagram showing a schematic configuration of anignition system 10 according to a first embodiment of the present invention. Theignition system 10 is adapted to ignite an air-fuel mixture in an internal combustion engine mounted in a vehicle. Theignition system 10 includes aspark plug 100 attached to anengine head 20, and apower supply section 200. - The
power supply section 200 includes abattery 210 and anignition coil 220. Theignition coil 220 includes aprimary coil 221 and asecondary coil 222, and thesecondary coil 222 is connected to thespark plug 100 by means of aplug cord 30. Thebattery 210 includes aground terminal 211 and apower supply terminal 212. Theignition coil 220 transforms a voltage applied from thepower supply terminal 212 of thebattery 210 to theprimary coil 221 to a high voltage and supplies the high voltage from thesecondary coil 222 to thespark plug 100. An electronic control unit (ECU) 230 performs on/off control of anigniter 240 connected to theprimary coil 221 of theignition coil 220, thereby controlling the ignition timing of thespark plug 100; i.e., the timing of application of the high voltage from theignition coil 220 to thespark plug 100. As shown inFIG. 1 , theground terminal 211 of thebattery 210 and theengine head 20 are grounded (body-earthed). -
FIG. 2 is a sectional view showing an attachment structure for thespark plug 100 in the first embodiment. Thespark plug 100 includes afirst insulator 110, acenter electrode 120, and ametallic shell 130. - The
first insulator 110 is a tubular ceramic insulator having anaxial hole 111 at the center. Thefirst insulator 110 is formed from, for example, a ceramic material such as alumina by firing. Therodlike center electrode 120 is inserted into theaxial hole 111 from the forward end side. Thecenter electrode 120 is formed such that a core metal of copper or a copper alloy is embedded in an electrode base metal of a nickel alloy. A terminal 121 connected to theignition coil 220 is provided at the rear end side of theaxial hole 111. Thecenter electrode 120 is electrically connected within theaxial hole 111 to the terminal 121 through aseal material 122. In the present embodiment, thecenter electrode 120 and the terminal 121 are collectively called aninternal electrode 125. That is, in the present embodiment, theinternal electrode 125 has the terminal 121. The resistance of theinternal electrode 125; more specifically, the resistance between thecenter electrode 120 and the terminal 121, is variable according to theseal material 122. - The
metallic shell 130 is a tubular metallic member disposed around the outer circumference of thefirst insulator 110 and has aground electrode 131 at its forward end. Themetallic shell 130 is formed of, for example, low-carbon steel. Themetallic shell 130 and thecenter electrode 120 are electrically insulated from each other with thefirst insulator 110. Theground electrode 131 forms a gap for discharge in cooperation with thecenter electrode 120. Theground electrode 131 is formed of, for example, a nickel alloy. - The
metallic shell 130 externally has a mounting threadedportion 132 at its forward end portion. The mounting threadedportion 132 has an external thread formed thereon. The external thread of the mounting threadedportion 132 is threadingly engaged with an internal thread formed in aplug attachment hole 21 of theengine head 20, whereby themetallic shell 130 is fixed to theengine head 20. - In the present embodiment, the
plug attachment hole 21 is formed in asecond insulator 22 embedded in theengine head 20. Thus, in the present embodiment, themetallic shell 130 is fixed to theengine head 20 while being electrically insulated from theengine head 20 through thesecond insulator 22. Thesecond insulator 22 is formed from, for example, a ceramic material by firing. - In the present embodiment, an electrically
conductive path 40 is connected to themetallic shell 130. The electricallyconductive path 40 is electrically insulated from theengine head 20. The electricallyconductive path 40 is electrically connected to theground terminal 211 of thebattery 210 through a cable 41 (FIG. 1 ). The electricallyconductive path 40 is circumferentially covered with inner and outer insulation layers 45 of resin (e.g., silicone resin) so as not to come into contact with the terminal 121 and theengine head 20. The electricallyconductive path 40 can be formed of, for example, a cylindrical pipe of SUS. - In the above-described
ignition system 10 of the first embodiment, themetallic shell 130 of thespark plug 100 and theengine head 20 are electrically insulated from each other by thesecond insulator 22, and the metallic shell 130 (the ground electrode 131) is connected directly to theground terminal 211 of thebattery 210 through the electricallyconductive path 40 without involving theengine head 20. Thus, at the time of discharge of thespark plug 100, current does not flow to theengine head 20 and flows through the electricallyconductive path 40 and thecable 41. As a result, a current path can be designed to reduce the loop area of current to a greater extent than in the case of flowing current through theengine head 20, whereby radiation of noise caused by discharge of thespark plug 100 can be effectively restrained. Furthermore, according to the present embodiment, since current does not flow to theengine head 20 at the time of discharge of thespark plug 100, theengine head 20 does not become a source of radiation of noise, thereby restraining noise from affecting electronics mounted in a vehicle, which could otherwise result from radiation of noise from theengine head 20. -
FIG. 3 is a sectional view showing anignition system 10a according to a modification of the first embodiment. Theengine head 20 shown inFIG. 2 is such that a portion to which thespark plug 100 is attached is flat, whereas, in the present modification, anengine head 20a has aplug hole 23a into which thespark plug 100 is inserted. Themetallic shell 130 of thespark plug 100 is fixed to aplug attachment hole 21 a formed in a bottom portion of theplug hole 23a. The electricallyconductive path 40 and the insulation layers 45 are disposed within theplug hole 23a. The configuration of theignition system 10a of the present modification is similar to that of the first embodiment except that theengine head 20a has theplug hole 23a. According to the present modification, since thespark plug 100 is circumferentially covered with theengine head 20a, radiation of noise can be more effectively restrained. -
FIG. 4 is a diagram showing a schematic configuration of anignition system 10b according to a second embodiment of the present invention. In theignition system 10b of the present embodiment, the attachment structure for thespark plug 100 differs from that of the first embodiment, whereas the configurations of thespark plug 100 and thepower supply section 200 are similar to those of the first embodiment. As shown inFIG. 4 , in the present embodiment, thespark plug 100 is circumferentially covered with ashield 60. Theshield 60 is electrically connected to theground terminal 211 of thebattery 210 through acable 61. -
FIG. 5 is a sectional view showing an attachment structure for thespark plug 100 of the second embodiment. As shown inFIG. 5 , in contrast to the first embodiment, in the present embodiment, the second insulator 22 (FIG. 2 ) is not provided in anengine head 20b. Accordingly, themetallic shell 130 of thespark plug 100 is fixed to aplug attachment hole 21b without being electrically insulated from theengine head 20b. - In the present embodiment, the
ignition system 10b further includes the electrically conductivecylindrical shield 60 which extends from a terminal 121 side and surrounds at least a portion of the spark plug 100 (more specifically, the metallic shell 130). Theshield 60 is disposed apart from theengine head 20b. That is, theshield 60 is electrically insulated from theengine head 20b. Theshield 60 is electrically connected to theground terminal 211 of thebattery 210 through the cable 61 (FIG. 4 ). Theshield 60 is circumferentially covered with inner and outer insulation layers 46 of resin (e.g., silicone resin) so as not to come into contact with the terminal 121, themetallic shell 130, and theengine head 20b. Theshield 60 can be formed of, for example, a cylindrical pipe of SUS. - The above-described
ignition system 10b of the second embodiment includes the electricallyconductive shield 60 which extends from the terminal 121 side and surrounds at least a portion of thespark plug 100. Theshield 60 is electrically insulated from theengine head 20b and electrically connected to theground terminal 211 of thebattery 210. Generally, since theengine head 20 is located near the position of discharge of thespark plug 100, a relatively large noise is generated in theengine head 20. If theshield 60 which covers thespark plug 100 is such connected to theengine head 20, noise may transfer from theengine head 20 to theshield 60; as a result, theshield 60 may become a source of radiation of noise. However, according to theignition system 10b of the present embodiment, theshield 60 which covers thespark plug 100 is electrically insulated from theengine head 20 and is electrically connected to theground terminal 211 of thebattery 210 located by a relatively long distance from the position of discharge of thespark plug 100. Therefore, even though noise is generated in theengine head 20, transfer of the noise to theshield 60 is restrained, whereby theshield 60 can effectively restrain radiation of noise caused by discharge of thespark plug 100. As a result, noise can be restrained from affecting electronics mounted in a vehicle. -
FIG. 6 is a sectional view showing anignition system 10c according to a modification of the second embodiment. Theengine head 20b shown inFIG. 5 is such that a portion to which thespark plug 100 is attached is flat, whereas, in the present modification, anengine head 20c has aplug hole 23c into which thespark plug 100 is inserted. Themetallic shell 130 of thespark plug 100 is fixed to aplug attachment hole 21c formed in a bottom portion of theplug hole 23c. Theshield 60 and the insulation layers 46 are disposed within theplug hole 23c. The configuration of theignition system 10c of the present modification is similar to that of the second embodiment except that theengine head 20c has theplug hole 23c. According to the present modification, since thespark plug 100 is circumferentially covered with theengine head 20c, radiation of noise can be more effectively restrained. -
FIG. 7 is a diagram showing a schematic configuration of anignition system 10d according to a third embodiment of the present invention. In theignition system 10d, the attachment structure of thespark plug 100 differs from those of the first and second embodiments, whereas the configurations of thespark plug 100 and thepower supply section 200 are similar to those of the first and second embodiments. As shown inFIG. 7 , in the present embodiment, similar to the second embodiment, thespark plug 100 is circumferentially covered with theshield 60, and theshield 60 is electrically connected to theground terminal 211 of thebattery 210 through thecable 61. Also, in the present embodiment, similar to the first embodiment, the electricallyconductive path 40 is connected to themetallic shell 130 of thespark plug 100, and the electricallyconductive path 40 is electrically connected to theground terminal 211 of thebattery 210 through thecable 41. -
FIG. 8 is a sectional view showing an attachment structure for thespark plug 100 in the third embodiment. As shown inFIG. 8 , in the present embodiment, similar to the first embodiment, the electricallyconductive path 40 is connected to themetallic shell 130. The electricallyconductive path 40 is electrically connected to theground terminal 211 of thebattery 210 through the cable 41 (FIG. 7 ). The electricallyconductive path 40 is circumferentially covered with inner and outer insulation layers 47 of resin (e.g., silicone resin) so as not to come into contact with the terminal 121 and theshield 60. - In the present embodiment, similar to the first embodiment, a
second insulator 22d is provided in anengine head 20d, and aplug attachment hole 21 d is formed in thesecond insulator 22d. Thus, themetallic shell 130 of thespark plug 100 is fixed to theengine head 20d while being electrically insulated from theengine head 20d through thesecond insulator 22d. - Further, in the present embodiment, similar to the second embodiment, the
ignition system 10d further includes the electrically conductivecylindrical shield 60 which extends from the terminal 121 side and surrounds at least a portion of the spark plug 100 (more specifically, the metallic shell 130). Theshield 60 is disposed around the outer circumference of the electricallyconductive path 40. Theshield 60 is disposed apart from theengine head 20d. That is, theshield 60 is electrically insulated from theengine head 20d. Theshield 60 is electrically connected to theground terminal 211 of thebattery 210 through the cable 61 (FIG. 7 ). Theshield 60 is circumferentially covered with the inner and outer insulation layers 47 of resin so as not to come into contact with the terminal 121, themetallic shell 130, theengine head 20d, and the electricallyconductive path 40. Similar to the first and second embodiments, the electricallyconductive path 40 and theshield 60 can be formed of, for example, respective cylindrical pipes of SUS. - In the above-described
ignition system 10d of the third embodiment, similar to the first embodiment, themetallic shell 130 is electrically insulated from theengine head 20d and is connected to theground terminal 211 of thebattery 210 by means of the electricallyconductive path 40. Further, in the present embodiment, theshield 60 connected to theground terminal 211 of thebattery 210 surrounds at least a portion of thespark plug 100. Thus, radiation of noise caused by discharge of thespark plug 100 can be more effectively restrained by means of the electricallyconductive path 40 and theshield 60. -
FIG. 9 is a sectional view showing anignition system 10e according to a modification of the third embodiment. Theengine head 20d shown inFIG. 8 is such that a portion to which thespark plug 100 is attached is flat, whereas, in the present modification, anengine head 20e has aplug hole 23e into which thespark plug 100 is inserted. Themetallic shell 130 of thespark plug 100 is fixed to aplug attachment hole 21e formed in a bottom portion of theplug hole 23e. The electricallyconductive path 40, theshield 60, and the insulation layers 47 are disposed within theplug hole 23e. The configuration of theignition system 10e of the present modification is similar to that of the third embodiment except that theengine head 20e has theplug hole 23e. According to the present modification, since thespark plug 100 is circumferentially covered with theengine head 20d, radiation of noise can be more effectively restrained. - According to the above-described third embodiment, the
shield 60 is electrically connected to theground terminal 211 of thebattery 210 and is electrically insulated from theengine head 20d. By contrast, theshield 60 may be electrically connected to theengine head 20d. In this case, theshield 60 may be electrically insulated from theground terminal 211 of thebattery 210. This is for the following reason: according to the third embodiment, themetallic shell 130 and theengine head 20d are electrically insulated from each other by means of thesecond insulator 22d, and thus current does not flow to theengine head 20d at the time of discharge of thespark plug 100; therefore, even though theshield 60 is grounded to theengine head 20d, noise radiated from thespark plug 100 can be effectively restrained. That is, according to the third embodiment, if theshield 60 is grounded to any part of a vehicle, theshield 60 can restrain radiation of noise caused by discharge of thespark plug 100. D. Evaluation tests: -
FIG. 10 is a sectional view showing anignition system 10f of a comparative example which is used in an evaluation test which will be described below. In theignition system 10f of the comparative example, the configurations of thespark plug 100 and thepower supply section 200 are similar to those of the first to third embodiments. In the comparative example, thesecond insulator 22 is not provided in anengine head 20f. Thus, themetallic shell 130 of thespark plug 100 is fixed to theengine head 20f without being electrically insulated from theengine head 20f. Also, the electricallyconductive path 40 and theshield 60 mentioned in the first to third embodiments are not provided, and only theplug cord 30 is connected to thespark plug 100 through acoil boot 70. That is, according to the comparative example, thespark plug 100 is attached to theengine head 20f by use of a generally employed attachment structure. -
FIG. 11 is a graph showing the results of a first evaluation test. In the first evaluation test, theignition systems portion 132 of M14 and a resistance of theinternal electrode 125 of 5 kΩ. Also, 20-cm no-resistance plug cords 30 were used to connect theterminals 121 of the spark plugs 100 and the ignition coils 220. Herein, the term "no-resistance" means a resistance of 1 Ω or less. -
FIG. 12 is a graph showing the results of averaging of the test results ofFIG. 11 . Specifically,FIG. 12 shows average noise intensities at predetermined frequencies with respect to the comparative example, the first embodiment, and the second embodiment. - As shown in
FIGS. 11 and 12 , according to the results of the first evaluation test, the first embodiment is lower in noise intensity than the comparative example, and the second embodiment is lower in noise intensity than the first embodiment. Thus, it has been confirmed that theignition systems spark plug 100 as compared with the comparative example which employs the general attachment structure for thespark plug 100. -
FIG. 13 is a graph showing the results of a second evaluation test.FIG. 14 is a graph showing the results of averaging of the test results ofFIG. 13 . The second evaluation test was performed similarly to the first evaluation test by use of theignition systems resistance spark plugs 100; i.e., the spark plugs 100 having a resistance of theinternal electrode 125 of 1 Ω or less. - As shown in
FIGS. 13 and 14 , according to the results of the second evaluation test, the no-resistance spark plugs 100 of the first embodiment and the second embodiment showing a higher percentage of noise reduction relative to the comparative example than the spark plugs 100 having a resistance of 5 kΩ used in the first evaluation test. Specifically, as shown inFIG. 12 , according to the results of the first evaluation test which used the spark plugs 100 having a resistance, the average noise intensity is improved from about 26 db of the comparative example to about 22 db of the first embodiment and to about 19 db of the second embodiment; thus, the percentages of noise reduction are about 15% in the first embodiment and about 27% in the second embodiment. By contrast, according to the results of the second evaluation test which used the no-resistance spark plugs 100, as shown inFIG. 14 , the average noise intensity is improved from about 40 db of the comparative example to about 29 db of the first embodiment and to about 27 db of the second embodiment; thus, the percentages of noise reduction are about 27% in the first embodiment and about 32% in the second embodiment. Thus, it has been confirmed that, in spite of use of the no-resistance spark plug 100 which is apt to radiate noise, theignition systems -
FIG. 15 is a graph showing the results of a third evaluation test.FIG. 16 is a graph showing the results of averaging of the test results ofFIG. 15 . Similar to the second evaluation test, the third evaluation test was performed similarly to the first evaluation test by use of theignition systems power supply section 200 was modified with respect to theignition systems -
FIG. 17 is a diagram showing the schematic configuration of apower supply section 200a used in the third evaluation test. Thepower supply section 200a used in the present test includes anAC power source 250 for applying an AC power to theinternal electrode 125. TheAC power source 250, together with theignition coil 220, is connected to the internal electrode 125 (the terminal 121) of thespark plug 100. In the present test, by use of theAC power source 250, during application of a discharge voltage by theignition coil 220, a 1 A microwave having a frequency of 2.5 GHz was superposed on the discharge voltage for three milliseconds. - As shown in
FIGS. 15 and 16 , since the third evaluation test used theAC power source 250, even though the specifications of thespark plug 100 remained unchanged, the noise intensity of the comparative example increased from that in the second evaluation test. Specifically, the average noise intensity of the comparative example was about 40 db in the second evaluation test (FIG. 14 ), whereas the average noise intensity of the comparative example was about 45 db in the third evaluation test (FIG. 16 ). However, in spite of use of theAC power source 250, the noise intensities of the first and second embodiments in the third evaluation test (FIG. 16 ) were substantially similar to those in the second evaluation test (FIG. 14 ); specifically, the first embodiment exhibited about 29 db, and the second embodiment exhibited about 27 db. Thus, in the third evaluation test, the first embodiment and the second embodiment exhibited a percentage of noise reduction from the comparative example of about 36% and about 40%, respectively, which were better than about 27% (first embodiment) and 32% (second embodiment) in the second evaluation test. Therefore, it has been confirmed that, in the case of use of the no-resistance spark plug 100 and theAC power source 250, which is more likely to radiate noise, theignition systems - In the above embodiments, the electrically
conductive path 40 and theshield 60 are connected directly to theground terminal 211 of thebattery 210 through thecables conductive path 40 and theshield 60 may be connected to any position of the ground line in thepower supply sections ground terminal 211. - In the above embodiments, the electrically
conductive path 40 and theshield 60 are formed of respective pipes of SUS. However, material for the electricallyconductive path 40 and theshield 60 is not limited thereto. For example, other electrically conductive materials such as copper and silver may be used. Also, the material is not limited to a pipe-shaped material. For example, a mesh material may be used. - In the above third embodiment, the
shield 60 surrounds the electricallyconductive path 40. By contrast, for example, theshield 60 may be disposed inside the electricallyconductive path 40. - The
spark plug 100 in the above first to third embodiments may be aspark plug 100 having a resistance or aspark plug 100 having no resistance. - The
power supply section 200a used in the above third evaluation test is applicable to not only the first embodiment and the second embodiment but also the third embodiment. - The present invention is not limited to the above embodiments and modifications, but may be embodied in various other forms without departing from the spirit of the invention. For example, in order to solve, partially or entirely, the above-mentioned problem or yield, partially or entirely, the above-mentioned effects, technical features of the embodiments and modifications corresponding to technical features of the modes described in the section "Summary of the Invention" can be replaced or combined as appropriate. Also, the technical feature(s) may be eliminated as appropriate unless the present specification mentions that the technical feature(s) is mandatory.
-
- 10, 10a, 10b, 10c, 10d, 10e, 10f:
- ignition system
- 20, 20a, 20b, 20c, 20d, 20e, 20f
- engine head
- 21, 21a, 21b, 21c, 21d, 21 e:
- plug attachment hole
- 22, 22d:
- second insulator
- 23a, 23c, 23e:
- plug hole
- 30:
- plug cord
- 40:
- electrically conductive path
- 41:
- cable
- 45:
- insulation layer
- 46:
- insulation layer
- 47:
- insulation layer
- 60:
- shield
- 61:
- cable
- 70:
- coil boot
- 100:
- spark plug
- 110:
- first insulator
- 111:
- axial hole
- 120:
- center electrode
- 121:
- terminal
- 122:
- seal material
- 125:
- internal electrode
- 130:
- metallic shell
- 131:
- ground electrode
- 132:
- mounting threaded portion
- 200, 200a:
- power supply section
- 210:
- battery
- 211:
- ground terminal
- 212:
- power supply terminal
- 220:
- ignition coil
- 221:
- primary coil
- 222:
- secondary coil
- 230:
- electronic control unit
- 240:
- igniter
- 250:
- AC power source
Claims (5)
- An ignition system (10, 10a) comprising:a spark plug (100) attached to an engine head (20, 20a);a power supply section (200) having a battery (210) which has a ground terminal (211), and an ignition coil (220) which transforms a voltage of the battery (210) and supplies a transformed voltage to the spark plug (100),the spark plug (100) including:a first insulator (110) having an axial hole (111),an internal electrode (125) provided in the axial hole (111) and having a terminal (121) connected to the ignition coil (220), anda metallic shell (130) disposed around an outer circumference of the first insulator (110), having a ground electrode (131), and fixed to the engine head (20, 20a),wherein the metallic shell (130) is fixed to the engine head (20, 20a) while being electrically insulated from the engine head (20, 20a) through a second insulator (22); andan electrically conductive path (40) connected to the metallic shell (130) and the ground terminal (211) while being electrically insulated from the engine head (20, 20a).
- An ignition system (10d, 10e) according to claim 1, further comprising
a grounded electrically conductive shield (60) which extends from a terminal (121) side of the spark plug and surrounds at least a portion of the spark plug (100). - An ignition system (10b, 10c) comprising:a spark plug (100) attached to an engine head (20b, 20c); anda power supply section (200) having a battery (210) which has a ground terminal (211), and an ignition coil (220) which transforms a voltage of the battery (210) and supplies a transformed voltage to the spark plug (100),the spark plug (100) including:a first insulator (110) having an axial hole (111),an internal electrode (125) provided in the axial hole (111) and having a terminal (121) connected to the ignition coil (220), anda metallic shell (130) disposed around an outer circumference of the first insulator (110), having a ground electrode (131), and fixed to the engine head (20b, 20c),an electrically conductive shield (60) which extends from a terminal (121) side of the spark plug and surrounds at least a portion of the spark plug, wherein the shield (60) is electrically connected to the ground terminal (211) while being electrically insulated from the engine head (20b, 20c).
- An ignition system (10) according to any one of claims 1 to 3, wherein the internal electrode (125) has a resistance of 1 Ω or less.
- An ignition system (10) according to any one of claims 1 to 4, wherein the power supply section (200) further comprises:an AC power source (250) for applying an AC power to the internal electrode (125).
Applications Claiming Priority (1)
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JP2016056718A JP6293810B2 (en) | 2016-03-22 | 2016-03-22 | Ignition system |
Publications (2)
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EP3223379A1 true EP3223379A1 (en) | 2017-09-27 |
EP3223379B1 EP3223379B1 (en) | 2020-10-28 |
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Family Applications (1)
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EP17162072.7A Active EP3223379B1 (en) | 2016-03-22 | 2017-03-21 | Ignition system |
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US (1) | US10250016B2 (en) |
EP (1) | EP3223379B1 (en) |
JP (1) | JP6293810B2 (en) |
KR (1) | KR20170110022A (en) |
CN (1) | CN107425414B (en) |
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JP6730887B2 (en) * | 2016-09-02 | 2020-07-29 | 株式会社Soken | Ignition device |
CN107834358B (en) * | 2017-10-30 | 2019-12-31 | 江苏金山动力科技有限公司 | Spark plug for internal combustion engine |
CN109723596A (en) * | 2017-10-31 | 2019-05-07 | 电子设计天地贸易责任有限公司 | Automobile igniter and igniting accelerator |
DE102018118262A1 (en) * | 2018-07-27 | 2020-01-30 | Rosenberger Hochfrequenztechnik Gmbh & Co. Kg | Device for igniting a fuel mixture, transmission element for transmitting a high-voltage ignition voltage, ignition device and circuit device |
CN110752511B (en) * | 2019-11-13 | 2020-09-01 | 磐安长所火花塞有限公司 | Spark plug device capable of removing carbon deposition |
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- 2017-03-16 KR KR1020170033091A patent/KR20170110022A/en not_active Application Discontinuation
- 2017-03-17 US US15/461,576 patent/US10250016B2/en active Active
- 2017-03-21 EP EP17162072.7A patent/EP3223379B1/en active Active
- 2017-03-21 CN CN201710168801.2A patent/CN107425414B/en active Active
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EP3223379B1 (en) | 2020-10-28 |
JP2017172372A (en) | 2017-09-28 |
US10250016B2 (en) | 2019-04-02 |
US20170279249A1 (en) | 2017-09-28 |
KR20170110022A (en) | 2017-10-10 |
JP6293810B2 (en) | 2018-03-14 |
CN107425414A (en) | 2017-12-01 |
CN107425414B (en) | 2019-10-18 |
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